Automatic air-supply device and combination-governor therefor.



E. a. HODGEO. AUTOMATIC AIR SUPPLY DEVICE AND COMBINATION GOVERNOR THEREFOR.

APPLICATION FILED FEB, 4-1.9]8

Patented Aug. 27, 1918.

-' WITNESSES ATTORNEY position of said valve.

UNITED STATES PATENT OFFICE.

EDWARD G. HODGES, 0F MARSHALLTOWN, IOWA.

AUTOMATIC AIR-SUPPLY DEVICE AND COMBINATION-GOVERNOR THEREFOR.

Application filed February 4, 1918.

To all whom it may concern:

Be it known that I, EDWARD G. Hoocns, a citizen of the United States, and resident of Marshalltown, in the county of Marshall and State of Iowa,- have invented a certain new and useful Automatic Air-Supply Device and Combination- Governor Therefor, of which the following is a specification.

My invention relates to devices for supplying air to the mixture being fed to the cylinder of an explosive engine after the mixture has left the carbureter.

The object of my invention is to provid means for supplying air to the fuel mixture, as just mentioned, which means includes a supply pipe having a valve therein, and mechanism for automatically regulating the Still a further object is to provide such a device having the elements hereinbefore set forth, and so constructed and arranged and connected with the other parts of the engine and carbureting means, that the passage of air from said ipe is, to a certain extent, controlled by the position of the throttle valve of the carbureting device.

By the'construction set forth, the air supplied to the mixture through said pipe is determined by the position of the valve in said pipe, which is in turn regulated according to the engine speed and also by the position of the throttle valve in the carbureter.

Still a further object is to provide a device of the kind mentioned in which the valve in said pipe is connected with certain devices whereby its position is regulated by the flow of water through the circulating system of the engine and also b the blast of air from the fan and from tie forward movement of the car on which the engine is mounted.

With these and other objects in view my invention consists in the construction, arrangement and combination of the various parts of the device, whereby the objects contemplated are attained, as hereinafter more fully set forth, pointed out in my claims and illustrated in the accompanying drawings, in which:

Figure 1 shows a side elevation of an engine equipped with an automatic air supply device and combination governor there- Specification of Letters Patent.

Patented Aug. 27, 1918.

Serial No. 215,414.

for embodying my invention, the parts being shown in section; and

Fig. 2 shows a vertical, sectional view taken on the line 22 of Fig. 1. v

In the drawings herewith I have used the reference numeral 10 to indicate generally an internal combustion engine of the water cooled type having the passage 11 leading from the engine water jacket to a suitable radiator not shown. The engine is of the type used on a motor vehicle and has the cooling fan 12. There is provided ad- Jacent to the engine 10 a carburetor 13 which communicates by means of the tube 14 with the intake manifold of the engine. In the passage 14 is the ordinary butterfly throttle valve 16.

Communicating with the passage 14 between the throttle valve 16 and the fuel nozzle 17 of the carburetor, is a pipe 18 in which is a flap check valve 19.

The pipe 18 communicates with a pipe 20 which, at a certain point in its length, has a valve casing 21. The pipe 20 may be open to the air or may, for the purpose of raising the temperature of the air passing therethrough and supplying mixture, be extended to any suitable point.

Communicating with the passage 14 at a point between the throttle valve 16 and the engine is a tube or passage 22 which also ipmmunicates with the pipe 20, as shown in ig. l. I

In the casing 21 is a butterfly valve 23 having a stem 24 extending through the wall of the casing. Secured to the stem 24 in any suitable manner is a transversely arranged rod 25 on which is mounted an air vane 26 arranged to stand at right angles to the path of air driven rearwardly by the fan 12 or passing rearwardly through the radiator.

Pivoted to the rod 25 on the side of the stem 2 1 or opposite the vane 26 is a link 27 which extends forwardly in the machine, as shown in Fig. 1.

The pipe or passage 11 is provided with a valve casing 28 in which is mounted a flapvalve 29 adapted to coact with a'seat 30 in said casing.

The valve 29 has a stem 31 extending through the wall of the casing 28. Fixed between its ends to the stem 31 is a lever 32,

the lower end of which is pivoted to the forward end of the link 27. A portion of the lever 32 extends upwardly above the stem 31 and is secured to a suitable spring 38, which may be secured to a clamp 34 or any other fixed member. Any suitable means for yieldin ly tending to hold the valves 29 and 23 in c osed position may be employed in place of the spring 33.

In the practical use and operation of my improved automatic air supply device and combination governor therefor, it will be obvious that when the engine is being started, there will be comparatively little draft of air passing rearwardly past the vane 26, and comparatively little circulation of water through the passage 11, so that the valve 23 will be practically closed during the starting of the engine, the mixture going from the carbureter .in the ordinary way to the engine cylinders.

Whatever leakage may occur past the valve 23 during starting may be compensated for by regulating the carbureter in the ordinary way for securing the proper mixture for starting.

As the engine acquires greater speed the blast of air against the vane 26 and'the movement of water through the passage 11, whereby the valve 29 is moved, will tend to open the valve 23 for allowing a greater amount of air through the valve 23 and thence through the plpes 18 and 22 to the mixture.

I have found by experiments that without my device, especially while the engine is running with a light load or is idling, where the carbureter throttle is open sufficiently to supply enough mixture to the cylinders to secure a proper explosion, the mixture is richer than necessary. On the other hand where the throttle is moved toward closed position for reducing the richness of the mixture, there is not sufficient fuel and air sup ply to secure proper compression.

\Vhere my device is used, it will be seen that when the engine is idling or running rapidly with a light load, as for instance an engine is running at high speed on level ground or running down grade, there is supplied to the mixture passing into the cylinders air from the air supply pipe 20, whereby the mixture is thinned for effecting a substantial saving of fuel, while at the same time. furnishing to the cylinders a constant volume of mixture for securing compression. Thus when little or no power is needed to drive the engine, after I get the car up to the desired speed, I close or nearly close the throttle valve and allow the engine to take in air through the. air pipe 20. Where a little more power is necessary to keep up the required speed, the throttle is opened slightly allowing more of the mixture in the carbureter to come up and mix with the air coming from the air supply pipe 20, and on account of the engine receiving the full volume on each charge I secure proper compression and a clean explosion sufficient to maintain the required speed. When the engine is subjected to greater load, as in going up grade, or under any condition where greater power is needed, the throttle valve is opened for permitting the engine to take more of its charge through the carbureter. It will be obvious that the more the throttle valve is opened the less air will be drawn through the pipe 20 on account of the resistance through said pipe, on account of its smaller size, and the mixture supplied to the engine will be nearer the normal mixture supplied from the carbureter without the auxiliary air supply and of the proper richness for a heavy load.

The check valve 19 is provided in order to prevent the passage of a rich mixture from the carbureter through the pipe 18 and the pipe 22, when the engine is running with a light load or is idling and the throttle valve is closed or almost closed. \Vhen the throttle valve is open, air will be drawn through the pipe 18 as well as through the carbureter and the pipe 22.

Good results will be obtained by a device of the kind hereinbefore described Where either of the governing devices is employed. I have found, however, that by using both the air blast governor and the water flow governor there is secured an evener and steadier control of the valve 23, than where one of the governors only is used.

When the engine is being started and until it has reached a certain speed I have found that the blast of air on the vane, particularly if the car is not moving, does notopen the valve 23 as much or as evenly as might be desired, and have found that the gradual opening of the valve- 23 is better secured by the use of the water flow governor combined with the air governor. After the engine has acquired speed and particularly after the car is running at a high speed, I have found that the air blast, which affects the vane 26, is created not only by the fan but also by the speed of the car, which causes a blast of air through the radiator against said vane, for combining with the water flow governor in controlling the valve 23.

Among the further advantages attained by the use of a device of this kind, may be mentioned the fact that it reduces the deposit of carbon in the engine on account of not allowing the engine to load up with unnecessary rich fuel while idling.

IVhere a device of this kind is not used it frequently happens that when the engine is idling it becomes loaded up with fuel and lubricating oil and then when it is necessary to secure quick action from the engine in climbing a hill or the like it is necessary to clean out the surplus fuel. \Vhere a device of the kind herein described is employed, there is no loading up with fuel and hence no scavenging of the engine is necessary for getting such quick action, and proper action of the engine can be secured more quickly after the engine has been idling.

'here a device of this kind is not used, it will sometimes happen that when the engine is idli or running at high speed with a light load, the throttle is closed to reduce the speed or avoid the increase of speed, and as result the volume of mixture supplied is not sufiicient and the greater vacuum in the cylinders causes lubricating oil to be drawn up from the crank case into the cylinders in an amount greater than is necessary, thereby resulting in the formation and deposit of carbon in the cylinders. This objectionable feature is also obviated by supplying a full volume of mixture in the manner hereinbefore described.

It will be seen that with the use of my device I effect a saving both of fuel and of lubricating oil.

An incidental advantage which occurs from the use of my combination governor arises from the fact that the valve 29 and spring 33 tend to prevent the circulation of ,water through the circulating system of the engine until after the engine has become 7 heated.

It will be seen that as the water becomes hot the pressure of the water on the valve 29 tending to en said valve, increases; an

when the wvter becomes hot enough the valve 29 is opened somewhat. When the blast of air reaches a certain strength the vane will be operated for contributing to the opening of the valve 23 and at the same time the action of the air blast on the vane 26 assists in opening the valve 29, thereby affording proper circulation of water through the circulatingfisystem and preventing the water from hot.

The tension on the spring 23 should be adjusted in such a way that both the valve 23 and the valve 29 are fully opened after the car has acquired its usual high speed.

Where my device is used on an engine having a carbureter provided with a suitable means for supplying air to the fuel mixture coming too passage between the throttle valve and the vice is intended to be used on all motor driven vehicles including aeroplanes, motor boats and so forth, having explosive engines with a manually controlled throttle.

While I have shown and described a butterfly valve for controlling the passage of air through the auxiliary air supply device, it is my intention to cover any form of valve which would be adapted for accomplishing the purpose.

Changes may be made in the construction and arrangement of the parts of my device, and the parts may be made of any material suitable for the purpose without departing from the essential features and purposes of my invention, and it is m intention to cover by my claims any in ified forms of structure or use of mechanical equivalents which may be reasonably included within their scope.

I claim as my invention:

1. An automatic air supply device and combination governor therefor, comprising an air supply pipe, means for controlling the passage of air therethrough, an air vane opcratively connected with said means, and means designed to be actuated by the flow of water through the circulating system of an engine operatively connected with said first means.

2. In a device of the class described, the combination of an internal combustion engine of the water cooled type, with an air supply device and combination governor therefor, including a pipe, a valve in said pipe, a vane operatively connected with said valve adapted to be acted on by air blasts, andmeans actuated by the passage of water through the circulating system of the engine operatively connected with said valve.

3. In a device of the class described, the combination of. an internal combustion engine of the water cooled type and having acarbureter with a throttle valve, with an automatic air supply device and combination governor therefor, comprising an air supply pipe, a pipe leading therefrom to the fuel mixture passage of the engine above and below said throttle valve, a check valve in the pipe below the throttle valve, a valve in said first air supply pipe, and means for controlling the position of said last named valve according to the movement of air and according to the movement of water through the circulating system of said engine.

a. In a device of the class described, the combination of an internal combustion cugine of the water cooled type and having a carbureter with a throttle valve, with an automatic air supply device and combination gov'ernor therefor, comprising an air supply pipe, a pipe leading therefrom to the fuel mixture passage of the engine above and below said throttle valve, a check valve in the pipe below the throttle val ve, a valve-in said first air supply pipe, having a stem, a vane operatively connected with said stem,

' a valve arranged to be operated by the movement of'water passing through the circulating system of the engine, and means for operatively connecting said last named valve with said stem.

5. In a device of the class described, the combination of an internal combustion engine of the water cooled type and having a. carbureter with a throttle valve, with an automatic air supply device and combination governor therefor comprising an air supply pipe, a pipe leading therefrom to the fuel mixture passage of the engine above and below said throttle valve, a check valve in the pipe below the throttle valve, a valve in said first air supply pipe, having a stem, a vane operatively connected with said stem, a valve arranged to be operated by the movement of water passing through the circulatgine, with an auxiliary air supply pipe, a'

valve therein, a valve arranged in the circulating system of the engine, and means for operatively connecting said valves.

7. An automatic air supply device and combination governor therefor comprising an air supply pipe, a valve therein having 'a stern, a vane operatively connected with said stem, a second valve designed to be t placed in the circulating system of a motor cooled explosive engine, and means for operatively connecting said last named valve with said stem.

Des Moines, Iowa, December 27, 1917.

EDWARD G. HODGES. 

